Car Review: 2007 Mazda MX-5 GT

2007 Mazda MX-5

Handout, Mazda

by
Brian Harper, Canwest News Service | August 10, 2011

Small

Medium

Large

I have long believed that sports cars do not have to be overly expensive or brutally fast to be delightful. This is why I hold the Mazda MX-5 (nee Miata) in such high regard. Simply but reliably constructed, with an exuberant if not scintillating four-cylinder engine mated to one of the sweetest, tightest six-speed manuals on the face of the planet, plus near-perfect balance, it is impossible to be in a bad mood while driving the roadster. Add to that a price that is still affordable in comparison with the fancy European stuff — even if it’s no longer the blue-chip bargain it once was.

That’s not to say there isn’t room for improvement, at least if it’s a little more oomph, a little tighter handling, a little more style you’re after. If one considers the perfectly acceptable but stock MX-5 GT as the starting point, Mazda has, under its Mazdaspeed Performance Accessories banner, a number of items to enhance the driving experience — none of which by itself is going to cost an arm and a leg.

The tester was already upgraded with a few things from the accessories bin, the most notable being the $1,355 Performance Package, which includes a limited-slip differential, Directional Stability Control and a sport suspension with stiffer Bilstein shock absorbers. Consider this a must-have to take full advantage of the MX-5’s already nimble handling. The car also sported a little more than $1,000 worth of subtle body kit parts (front air dam, rear under-skirt and side sill extenders) to add some definition to the two-seater’s organic shape.

The Mazdaspeed components fitted included a $382.50 Sport Spring Kit (reduces ride height by 34 millimetres while increasing the spring rates by 26%), a $451.89 Cold Air Intake (lowers engine temperature by bringing cold air in from outside the engine compartment), a $842.57 Sport Exhaust (alters the MX-5’s exhaust note from a flatulent blat to a ballsier, angry tone) and a rather unnecessary rear spoiler ($745.52).

So, does nearly $5,000 worth of performance parts and options make for a superior driving experience or is it all just superfluous stuff weighing down an already enjoyable package? Using my own sharply honed, seat-of-the-pants parameters, I’d score it 70% of the former, 30% of the latter.

Admittedly, my mood was skewed. The weather was perfect, and I was doing an inordinate amount of in-town driving. The beauty of the low-slung MX-5, enhanced by its new-found basso profundo exhaust note, is that it feels you’re going faster than you actually are. And, because of the transmission’s fairly low gearing, you’re always grabbing the shifter, which means the sound emanating from the pipes is in constant flux. That said, cruising at a steady highway speed produces a monotonous drone that cranking up the stereo will only partially alleviate.

Yet, it’s the MX-5’s handling prowess I admire most. Even without the sport suspension and the Mazdaspeed springs, the roadster lives for the twisty bits, sticking to its intended line around corners and turns like glue. Add the upgrades and it becomes silly fun — dab the brakes, downshift and just haul on the steering wheel. Do it right and you can get the stability control warning light on the instrument panel to flicker for just an instant. And the suspension upgrades don’t come at the expense of an overly harsh ride. It’s firm — it is a sports car, after all — but it won’t compress your spine.

Other accolades include the fact that the third-generation MX-5 will actually accommodate those over six-feet tall in relative comfort, with good legroom and headroom–even with the top up. As for the soft-top, it still unlatches with ridiculous ease and stows neatly behind your head. Pull on a lever between the seats, reach behind with two hands (if you’re flexible enough) and pull it back over your head to latch — it takes less than 10 seconds.

I simply have no real beefs with the car. Sure, the Saturn Sky/Pontiac Solstice duo are arguably prettier, but the MX-5 is still the champ in my books, with or without Mazdaspeed go-fast bits. As toys go, it’s simple, reliable, economical to run (other than a preference for premium unleaded) and, most of all, fun. Mazda captured the essence of top-down enjoyment 18 years ago — and it hasn’t forgotten it in the years since.